Auxiliary lubricating device for internal combustion engines



2 E. O. NEEKS AUXILIARY LUBRICATING DEVICE FOR INTERNAL COMBUSTION ENGINES Jan. 3, 1939.

2 Sheets-Sh eet 1 Filed April 5, 1937 $440M 17/127; [7. M L 5 aawf/rf/v/w/ Z Jan. 3, 1939. E. 0. WEEKS 2,142,930

AUXILIARY LUBR'I GATING DEVICE FOR INTERNAL COMBUSTION ENGINES Filed April 5, 1957 2 Sheets-Sheet 2 fra sura Patented Jan. 3, 1939 PATENT OFFICE AUXILIARY LUBRICATING DEVICE FOR IN- TERNAL COMBUSTION ENGINES Elling 0. Weeks, Milwaukee, Wis.

Application April 5, 1937, Serial No. 134,995

17 Claims.

This invention relates to auxiliary lubricating devices for internal combustion engines and refers particularly to lubricating devices for introducing lubricant directly into the intake mani- @fOld.

One of the objects of this invention is to provide means for controlling the functioning of a lubricating device of this character so as to prevent its operation except when the engine has attained a predetermined speed to thus overcome the possibility of excessive lubrication during idling conditions.

Another object of this invention is to provide an auxiliary lubricating device of the character ..described which embodies a control element operable by some function of the engine to render the device operative upon the attainment of predetermined speed.

More specifically it is an object of this invention to provide a control for auxiliary lubricating devices of the character described which is operable either by the draft of air induced by the fan or by rising pressure in the lubricating system of the engine, or some other equivalent factor .IOf engine operation.

Another object of this invention is to improve auxiliary lubricating devices of the character described and to locate all of the operating mechanism thereof in the head of the unit so that the receptacle or container for the lubricant may be readily removed.

Still another object of this invention is to provide manual control means for setting the volume of lubricant that is drawn into the intake manifold for any given degree of suction.

With the above and other objects in view which will appear as the description proceeds, this invention resides in the novel construction, combination and arrangement of parts substantially as hereinafter described and more particularly defined by the appended claims, it being understood that such changes in the precise embodiment of the herein disclosed invention may be made as come within the scope of the claims.

The accompanying drawings illustrate several complete examples of the physical embodiment of the invention constructed according to the best modes so far devised for the practical application of the principles thereof, and in which:

Figure l is a side view of a conventional automobile engine illustrating this invention applied thereto;

Figure 2 is an enlarged side view with, parts,

broken away and in section illustrating the auxiliary lubricating device per se;

Figure 3 is a longitudinal sectional view through the head of the lubricating device, viewing the same from the same direction as in Figure 2;

Figure 4 is a view somewhat similar to Figure 2, illustrating a slightly modified embodiment of the invention;

Figure 5 is a View also like Figure 2, illustrat ing another modified embodiment of the invention;

Figure 6 is a sectional view showing the major elements of another modification of the invention; and

Figure 7 is a detail sectional view through Figure 6 on the plane of the line 1-1.

Referring now particularly to the accompanying drawings in which like numerals indicate like parts throughout the several views, the numeral 5 designates an automobile engine or other internal combustion engine to which the lubricating device of this invention, designated generally by the numeral 6, is applied. It comprises a metal head I in which manually controlled and suction responsive valves to be later described are mounted, and a receptacle 8 detachably secured to the head and containing a supply of lubricant. The receptacle 8 is preferably an ordinary glass jar having its threaded mouth secured to the underside of the head. 1, as illustrated.

The head I has two tapped ports 9 and ID extending therethrough in which valve fittings H and i2, respectively, are secured. Both valve fittings II and i2 have valves (not shown) mounted therein and are adjustable by handles l3. Attached to both of the valve fittings are air inlet tubes [4 bent down, as shown, to have their lower open ends located near the bottom of the receptacle.

The fitting H opens directly to the upper portion of the receptacle, whereas the fitting l2 has a pipe 55 attached thereto which dips down into the receptable to have its lower open end located near the bottom thereof. Consequently, if the valve in the fitting H is closed, and the valve in the fitting 12 open, suction applied to the top of the receptacle will cause air to be drawn up through the tube i4 and down into the body of lubricant so as to carry a portion thereof out from the receptacle and to the source of suction.

Hence, by manually setting the valves in the fittings H and !2, it is possible to determine the amount of lubricant which is drawn from the receptacle response to a predetermined suction. 55

A vertical bore or cylinder is drilled into the head 1. The bottom of this bore opens into the interior of the receptacle through a restricted port Hi and its upper end is closed by a plug l9. Sli-dable in the bore or cylinder fl is a piston 20 of solid metal so that gravity retains it in its lowermost position closing the port |8 and also a port 2| which opens to the side of the cylinder or bore ll near its lower end.

This transverse port 2| is connected with the intake manifold 22 of the engine through a suction pipe 23 so that the negative pressure established therein is manifested at the port 2|. EX- tending up from the transverse port 2| is a passage 24 drilled down into the head to connect the transverse port 2| with another transverse port 25 which opens into the side of the cylinder or bore i! near its upper end above the piston 20. The passage is preferably drilled down from the top of the head as is the cylinder or bore ll, and its upper end is closed by a plug 26.

Threaded into the head 1 so as to open into the passage 24 is a fitting 2?. One end of a control duct 28 is secured in this fitting. The other end of the control duct leads to a controlling valve unit, indicated generally by the numeral 29, mounted adjacent the front end of the engine to be in the path of the air blast created by its fan 30.

The controlling valve unit 29 comprises a valve 3| adapted to close the adjacent end of the control duct 28, which is normally open to the atmosphere. The valve 3| is mounted on a dished vane 32 yieldingly held in a position maintaining the valve 3| spaced from the open end of the duct by a fiat spring 33, the spring tension of which is adapted to be overcome by the blast of air from the fan to permit the valve 3| to close the open end of the duct 28. The dished vane 32 is conveniently hinged from a supporting frame 34, as

at 35, and the effectiveness of the spring 33 is adjustable by means of a thumb screw 36.

Operation Assuming that the valve in the fitting 2 is open, or at least partially open, and that the valve in the fitting H is either closed, or partially closed, a negative pressure within the upper part of the receptacle will cause lubricant to be drawn upwardly therefrom. However, the application of suction in the port 2| will not be manifested within the receptacle until the vacuum is sufficient to lift the piston 20 to its position shown in dotted lines in Figure 3. It will be remombered that the piston 20 normally rests at the bottom of the cylinder ll closing the port I8.

The initial application of suction to the port 2! if manifested within the upper part of the cylinder ll lifts the piston 20, and permits the flow of lubricant to the engine, but as long as the control duct 28 is open to the atmosphere, the piston 20 will not be lifted and lubricant will not be drawn into the intake manifold.

Upon the attainment of sufficient engine speed, the fan 30 creates an air blast great enough to move the vane 32 to its position engaging the valve 3| over the mouth of the control duct 28. Immediately upon closure of the mouth of the duct the whole effect of the vacuum induced by the intake manifold in the port 2| is effective in the upper portion of the cylinder IT to cause the piston 28 to be lifted to its dotted line position shown in Figure 3 to allow lubricant to be drawn into the intake manifold.

Obviously, upon a decrease in engine speed and a consequent reduction in the air blast from the fan, the mouth of the control duct which may be considered an air bleed, is again opened, and the piston 20 drops to its position shutting off connection between the ports l8 and 2|.

The air bleed provided by the mouth of the control duct 28 may be closed in other ways than that illustrated in Figures 1 and 2, and as long as its closure is effected by some function of the engine which becomes available as the speed of the engine increases, the objects of the invention will be realized, and in Figure 4 a modified manner of closing the air bleed is illustrated.

As here shown, the valve 3| is mounted on a diaphragm which is responsive to pressure produced either in the lubricating system of the engine or in the exhaust manifold. Whichever source of pressure is employed, the diaphragm is connected therewith through a pipe line 38.

The functioning of this embodiment of the inventio is the same hat shown in Figure 2, for as t .1 engine attains speed, the pressure in its lubricating system rises and acts upon the diaphragm 3? to close the air bleed.

The control of the time of functioning of the .CviCG can also be effected by controlling the con- (action between the upper end of the cylinder 7 and the intake manifold, as illustrated in Figure 5. As here shown, the port 2| which connects with the intake manifold, connects only with the cylinder l7 and the upper end of the cylinder :7 has one end of a duct opening thereto. The other end of the duct 40 opens into a valve chamber 4|. The valve chamber 4| is connec'tible through a port 42 with another chamber 43 which is at all times connected to the intake manifold through a duct 44.

The port 42 is normally ciosed by a valve 45 biased to its closed position by a spring 46. As long as this valve is closed, the piston 20 remains in its lowermost position shutting off connection between the port 18 and the port 2| and thus preventing the passage of lubricant into the engine.

Upon opening of the valve 45, suction is estab= lished within the upper end of the cylinder H to lift the piston 20 and allow lubricant to be drawn into the engine. The opening of the valve 45 may be effected in any desired manner, as for instance, by means of a dished vane 32, which operates in the same manner illustrated in Figure 2.

it is also possible to meter the flow of lubricant into the engine by the rise of the piston 20, and in Figures 6- and '7, one manner of effecting this result is illustrated. As here shown, the cylinder I7 is connected through port l8 with the interior of the receptacle as before, and with the suction line 23 through a narrow slit-like port 48 so that as the piston 20 rises. the degree of connection etween the port I8 and the duct 23 progressively increased.

To cause the piston 20 to rise to different heights in response to increasing speed of the engine, the upper portion of the cylinder I1 is connected at different elevations determined by the locations of ports 49, 50 and 5| with the source of suction under the control of a valve unit, indicated generally by the numeral 52.

The valve unit 52 consists of a cylinder 53 having piston 54 slidably mounted therein. At an i. -mediate point, the cylinder is connected with manifold or other source of suction 5119 intake through a duct 55, and at spaced points opposite the duct 55 are ports 56, 51 and 58. The ports 56, 5'! and 58 are respectively connected with the ports 49, 55 and 5! through suitable ducts.

The piston 54 has a transverse passage 59 extending therethrough axially elongated at its side adjacent the duct 55 and restricted to an area equal to that of the ports 55, 5? and 58 at the side adjacent these ports. Consequently, as the piston is moved in the cylinder 53, it is possible to selectively connect any one of the ports 56, 5? and 58 with the source of suction, and as the ports 55, 57 and 58 are progressively uncovered so likewise is the vacuum established within the cylinder II at progressively higher elevations through the ports 49, 55 and 5!.

Hence, assuming that the port 56 is connected with the source of suction, this induces a vacuum Within the cylinder I? through the port 49, and as the piston 20 responds, it rises only to an elevation necessary to close the port 49. Immediately with the closure of the port 49, the effect of suction is increased, thus allowing the weighted piston 25 to drop slightly whereupon the suction again takes eiTect. The piston thus hovers at this elevation.

The same situation exists as the other ports 5'! and 58 are uncovered, except that the piston 20 is carried to a higher elevation to correspondingly increase the fiow of lubricant to the engine.

The piston 54 is normally maintained in a position closing off all connection between the source of suction and the cylinder 11, by a spring 60 and may be moved against the action of this spring to progressively register its passage 59 with the ports 56, 57 and 58, by a vane 32 actuated by the blast from the engine fan as described hereinbefore.

From the foregoing description taken in connection with the accompanying drawings, it will be readily apparent to those sln'lled in the art to which this invention appertains, that this invention provides a substantial improvement in auxiliary lubricating devices for internal combustion engines, and that it entirely overcomes the heretofore objectionable feature of excessive lubrication under idling conditions and corresponding insufllcient lubrication at higher running speeds by controlling the time of functioning of the device in correspondence to the running conditions of the engine.

What I claim as my invention is:

1. In a device for introducing lubricant into an internal combustion engine part in response to suction therein: a receptacle containing a supply of the lubricant; a duct leading from the receptacle to said engine part for conducting lubricant from the receptacle to the engine part; valve means biased to a closed position for shutting off the flow of lubricant through said duct and adapted to be opened by engine suction to permit the flow of lubricant through the duct; and means for controlling the application of engine suction to said valve means.

2. In a device for introducing lubricant into an internal combustion engine part in response to suction therein: a receptacle containing a supply of the lubricant; a duct leading from the receptacle to said engine part for conducting lubricant from the receptacle to the engine part; valve means biased to a closed position for shutting off the flow of lubricant through said duct; means for subjecting the valve means to the efiect of the engine suction so that engine suction opens the valve means to permit the flow of lubricant through said duct; and means operable by the engine for controlling the application of engine suction on said valve means.

3. In a device for introducing lubricant into an internal combustion engine part in response to engine suction therein: a duct leading to said engine part for conducting lubricant thereto; valve means biased to a closed position shutting oil the flow of lubricant through said duct, said valve means being movable to open position by engine suction to permit the flow of lubricant through the duct; a suction line for applying the effect of engine suction to said valve, said suction line having an air bleed to nullify the effect of engine suction on the valve as long as it is open; and means for closing said air bleed.

i. In device for introducing lubricant into an internal combustion engine part in response to engine suction therein: a duct leading to said engine part for conducting lubricant thereto; valve means biased to a closed position shutting ed the flow of lubricant through said duct, said valve means being movable to an open positon by engine suction to permit the flow of lubricant through the duct; a suction line for applying the effect of engine suction to said valve, said suction line having an air bleed to nullify the effect of engine suction on the valve as long as it is open; and means automatically operable by the engine for closing said air bleed upon the attainment of predetermined engine speed.

5. In a device for introducing lubricant into an internal combustion engine part in response to engine suction therein: a duct leading to said engine part for conducting lubricant thereto; valve means biased to closed position shutting off the flow of lubricant through said duct; said valve means being movable by engine suction to an open position permitting the flow of lubricant through the duct; a suction line for applying the efiect of engine suction to said valve, said suction line having an air bleed to nullify the efiect of engine suction on the valve as long as it is open; and fluid pressure responsive means operable by fluid pressure created by the engine in operation for closing said air bleed when the engine attains a predetermined speed.

6. In a device for introducing lubricant into an internal combustion engine part in response to engine suction therein: the engine having a force feed lubricating system; a duct leading to said engine part for conducting lubricant thereto; valve means biased to closed position shutting off the flow of lubricant through said duct, said valve means being movable by engine suction to an open position to permit the flow of lubricant through the duct; a suction line for applying the effect of engine suction to said valve, said suction line having an air bleed to nullify the effect of engine suction on the valve as long as it is open; and means responsive to oil pressure in the lubricating system of the engine for closing said air bleed when the pressure in the lubricating system reaches a predetermined value.

In a device for introducing lubricant into an internal combustion engine part in response to engine suction therein: the engine having a cool ing fan driven at a sped directly proportional to the engine speed; a duct leading to said engine part for conducting lubricant thereto; valve means biased to closed positon shutting oiT the how of lubricant through said duct, said valve means being movable by engine suction to an open position permitting the flow of lubricant through the duct; a suction line for applying the effect of engine suction to said valve, said suction line having an air bleed to nullify the effect oi engine suction on the valve as long as it is open; a valve for closing the air bleed, said valve being biased to an open position; and a vane movable by the blast of air from the cooling fan of the engine for moving said valve to its closed position upon the attainment of a predetermined engine speed.

8. In a device for introducing lubricant into an internal combustion engine part in response to engine suction therein: a closed duct through which lubricant is drawn into said part by suction; valve means biased to a closed position shutting oiT the flow of lubricant through said duct and movable to an open position in response to suction; means for applying the effect of engine suction on said valve means; and other valve means controlled by the engine for preventing the application of engine suction on said first mentioned valve until the engine has attained a predetermined speed.

9. In a device for introducing lubricant into an internal combustion engine part in response to engine suction therein: a receptacle for holding a supply of the lubricant; means for connecting the receptacle with said engine part and through which lubricant is conducted from the receptacle to said engine part, said means including as a part thereof, a cylinder; a piston movable in said cylinder and biased to a position shutting off the flow of lubricant from the receptacle to said engine part; means for applying the effect of engine suction in said cylinder to draw the piston away from its position to which it is biased, said means having an air bleed to nullify the effect of suction in the cylinder as long as the air bleed is open; and means for closing said air bleed.

10. In a device for introducing lubricant into an internal combustion engine part in response to engine suction therein: a receptacle for holding a supply of the lubricant; means for connecting the receptacle with said engine part and through which lubricant is conducted from the receptacle to said engine part, said means in cluding as apart thereof a cylinder; a piston movable in said cylinder and biased to a position shutting off the flow of lubricant from the receptacle to said engine part; means for applying the effect of engine suction in said cylinder to draw the piston away from its position to which it is biased, said means having an air bleed to nullify the effect of suction in the cylinder as long as the air bleed is open; and means operable by the engine upon the attainment of a predetermined speed for closing said air bleed.

11. In a device for introducing lubricant into an internal combustion engine part in response to engine suction therein: a passageway through which lubricant flows to said engine part; a cylinder connected with said passageway so that one end of the cylinder constitutes part of said passageway; a piston slidable in said cylinder and biased to a position closing said end of the cylinder and preventing the flow of lubricant through said passageway; means for applying the efiect of engine suction in the opposite end of the cylinder to draw the piston away from its position preventing the flow of lubricant; and valve means for controlling the application of engine suction in the cylinder.

12. In a device of the character described: a cylinder having a port opening to one end of the cylinder to admit lubricant into the cylinder and having another port near said end for connecting the cylinder with a source of suction to draw the lubricant from the cylinder; a piston operable in the cylinder and biased toward said end of the cylinder to close off connection between said ports; and means for connecting the opposite end of the cylinder with a source of suction to cause said piston to move away from its position shutting ofif connection between said ports.

13. In a device of the character described: a member having a substantially vertical bore, and having a port at its lower end for the admission of lubricant into the bore and another port near said lower end for the discharge of lubricant from the bore; means or connecting said other port with a source of suction so that lubricant may be drawn through said end portion of the bore toward the source of suction; a piston slidable in said bore and movable by gravity to the lower end of the bore, said piston being of a size to close off connection between said ports; and b means for connecting the upper end of the bore with a source of suction to lift the piston and establish connection between said ports.

14. In a device of the character described: a cylinder having a port at one end for the admission of lubricant into the cylinder and having another port of narrow elongated shape opening to the side of the cylinder near said end thereof for the discharge of lubricant from the cylinder; a piston slidable in the cylinder and biased toward said end of the cylinder to close off connection between said ports; and means for moving said piston away from its position closing oiT connection between tl e ports to afford a progressively increasing connection between the ports as the piston moves past the narrow elongated port.

15. In a device for introducing lubricant into an internal combustion engine part in response to suction therein: a cylinder having a port at one end for the admission of lubricant into the cylinder and having another port of narrow elongated shape opening to the side of the cylinder near said end thereof for the discharge of lubricant from the cylinder; a duct for connecting said second port with said engine part so that eifect of suction in said engine part is manifested at said second port; a piston slidable in the cylinder and biased toward said end of the cylinder to close off connection between said ports; and means for moving said piston away from said end of the cylinder to establish progressively increasing connection between the ports in correspondence to increasing engine speed.

16. In a device for introducing lubricant into an internal combustion engine part in response to suction therein: a cylinder having a port at one end for the admission of lubricant and having another port of narrow elongated shape opening to the side of the cylinder near said end thereof for the discharge of lubricant from the cylinder; a duct for connecting said second part with said engine part so that the eilect of suction in said engine part is manifested at said second port; a piston slidable in the cylinder and biased toward said end of the cylinder to close off connection between the ports; the cylinder having a plurality of suction ports spaced along the length of the cylinder near its opposite end so that the application of suction in the cylinder through said ports causes movement of the piston to establish increasingly greater connection between the first two ports; and means for successively connecting said last named ports with a source of suction.

17. In a device for introducing lubricant into an internal combustion engine part in response to suction therein: a cylinder having a port at one end for the admission of lubricant to the cylinder and having another port of narrow elongated shape opening to the side of the cylinder near said end thereof ior the discharge of lubricant from the cylinder; a duct for conmeeting said second port with said engine part so that effect of suction in said engine part is manifested at the second port; a piston slidable in the cylinder and biased toward said end of the cylinder to close off connection between said ports; the cylinder having a plurality of suction ports spaced along the length of the cylinder near its opposite end so that the application of suction in the cylinder through said ports causes movement of the piston to establish increasingly greater connection between the first two ports; means for successively connecting said last named ports with a source of suction; and means operable by the engine for controlling the connection of said last named ports with the source of suction.

ELLING 0. WEEKS.

c CERTIFICATE OF CORRECTION.

Patent Noo 2,lh2,950o January 5, 1959.

ELLING 0. WEEKS.

It is hereby certified that error appears in the printed specification of the above numbered patent requiring correction as follows; Page i second column, line 6h, claim 16, for the word "part" first occurrence, read port; and that the said Letters Patent shouldbe readwith this correction therein that the same may conform to the record of the case in the Patent Office.

Signed and sealed this 21st day of February, A. Do 1959.

Henry Van Arsdale.

(Seal) Acting Commissioner of Patents. 

